Car underframe



D. T. ROSENFELD CAR UNDERFRAME Filed Oct.

1o. 1924 2 sheets-snm 1 v 1,596,627 D. T. RosENFr-:LD

GAR UNDERFRAME Aug. 17, 1926.

Filed oct. 10, 1924 est.

waffe@ @www Patented Aug. 17, 1926.

UNITED STATES PATENT QFFICE.`

DAVID T. ROSENFELD, OF CHICAGO, ILLINOIS, ASSICi-NOR TO GENERAL AMERICAN TANK CARCORPORATION, OF CHICAGO,

VIRGINIA. l

ILLINOIS, A CORPORATION 0F WEST CAB UNDERFRAME.

Application filed (lotoher 10, 1924. Serial No. 742,830`

My improvement relates more particularly to body-bolster construction of under frames especially for tank cars, and my objects, generally stated, are to provide 'a construction which will be more economical to build than structures as hitherto provided.; more easily and economically repaired; and shall be sufficiently strong to resist the stresses imposed upon it in use. especially where it forms a part of a tank car, such stresses comprising the stresses due to static or dead loads, the stresses produced. by the car striking a curve, the indirect bufling and pulling transverse stresses produced by draft-gears under static loads on the body bolster members, yand stresses produced by side-sway when the lcar is in motion.`

Referring to the accompanying drawings Y Figure 1 is a` cross sectional view of a tank car embodying my invention, my improved body bolster construction being shown in elevation and a portion of the tank being broken away. Figure 2 is a similar view, with certain parts omitted, of a Vmodification of the structure shown in Fig. 1. Figure 3 is a broken plan view of the structure shown in Fig. 1 with the tank and certain of the saddle-blocks, forming a. part of the structure, removed. `Figure 4 is a partiall plan section taken at the irregular line .1 -l on Fig. 1 and viewed in the direction of the arrows, with portions of the spacer shown in section; and Figure 5, a broken elevational view taken at the line 5 on Fig. 1 and viewed in the direction of the arrow.

Referring` to the construction illustrated in Figs. 1, 8, t and 5, the under frame of the car is formed of a center sill comprising two parallel, spaced-apart, channel girders 10, theupper and lower flange portions 11 and 12 of which extend outwardly, as shown, whereby the channel portions of the sill, represented at 13, toe outwardly. The girders 10 are connected together at their upper edges by a cover-plate 11i which overlies the flanges 11 throughout the length of the sill and is secured thereto by rivets 15. The girders 10 are also connected together, in the plane of each body bolster portion of the structure, by a center-brace member 1G secured to the girders by rivets 17; and eX- tending across the underside of the sill and across the member 16, at each body bolster, is a center-plate member 18 which is secured to the gir-ders 10 by rivets 19 and to the member 16 by rivets 20.

Flach body bolster portion of the car com-4 nally-disposed iiange-portion 25 extending throughout the marginal edge of the member 21 and at both sides of theV web-portion 22, the marginal edges of the openings 23 and 24 being provided withnarrow flanges, as represented at 26. The members 21 are secured to the center sill by the rivets 15, 17 and 19, and by rivets 27, and additional connection between the members 21 and the center sill structure is provided by the provision of a plate 28which extends cross-wise of the center sill and across the plate 14 to a position in which its opposite ends overlap the upper surfaces of the members 21. this plate being secured to the center sill structure by the rivets 15 and rivets 29 and 30, and to the members 21 by rivets 31 and 32.

The body bolster constructions described, in the particular illustrated construction, form saddles for supporting the tank, represented at 33, there being provided between the members 21 and the tank 33, a series of filler, or saddle, blocks 34 of any suitable material, as for example wood, such as are commonly provided.

The upper surfaces of the bolster members 21 are shown of concave form to conform `generally to the curvature of the tank, though it will be understood that under certain conditions the upper surfaces of the members 21 may be varied, as desired, in some cases being` made straight.

Each bolster mein-ber 21 is provided, adjacent its outer end, with depending pressed steel body side bearings 35, secured thereto by the rivets represented at 36. and at its outer extremity with an outwardly project- 42 tor drawing' the 'bands' .about -the tank.`

ing lug 37 cast integrally With the member 21, and of general channel shape in cross section as shown in Fig. 5. The lugs y37 form supports for lrunning-board-supporting members 38 and tank bands 139. The running-board-supporting members 8S are of channel formas shown in 'F ig.. 5 and are telescoped on the llugs '37 to which they are secured by the rivets 39 and 40, xthe running-boards, represented at 140, being supported on the outer ends ot' Lthe .1nen1bers8- rIhe ends of the tank bands 139, a pair of which is provided orthetank at each -bolster portion, extend idownwardly through holes 41 in the lugs .37 .and are provided at their lower, protruding, threaded ends with fnuts Each lmember 21 is :also sho-Wn as formed With a push-pole pocket 43 integral therewith, and -at a ,point closely adjacent its inner end With *a llug 44 at the opening '24 for receiving a -U-bolt45 provided 'for the purpose (of clamping the air-'line :brake-pipe (notsho-Wn) in place. n

One of the 4main purposes -in devising the structure of -this application, was to avoid the necessity of providing sa. connecting ineinber, separate from .the 4main bode),Y bolster forming portions, for directly connecting these portions across their 'lower portions, either with each -otheror Withthe-center sill, and 'this .is accomplished lby the construction shown inv which the .member-s .21 are .so

shaped and proportioned and so combined with the center sill ,structure that they Will resist .the stresses .to which the .ca-r is subjected in use Without requiring such a cross connecting member.

Thevstructure shown Fig. 2 involves a modification Lof lthe `connections between the members 21 and the center sill structure. In this case, `instead of providing a plate, Vsuch as the plate 28 of Fig'. 1, which extends' continuously across the sill, two plates, represented at 45 are provided at opposite sides of the sill, these plates overlappingthe meni- .b'ers 21 V.and .the corresponding edge portions ofthe center sill', as shown, and being se- ICured 4to the members .21 by .the rivets 31'and 32 :and to fthe supper .flange ,portions of 4the girders 10 by .the rivets 15 :as in 'the case'of :the struct-ure show-n in Fig. ,1, leach ,plate `45 being Vconnected with the icover plate portion'` 14 by staggered rows ,of rivet-s v46 and 147..

While' I -ha-ve illustrated and described a particular con-struction embodying my yin- -venitiorn I :do not wish to :be understood `as lintending to limit it thereto as the same may be various-ly modified and altered without -departing from ,the :spirit olf any invention.

What I claim as new, .and desire fto fsecure by Letters Patent., is.:

A ,car underframe comprising a nente-12` sillv structure, bolster-forming vlmembers foar-l ried by., ,andextending outwardly, .from ,said cen-ter sill, `one of .said `-members containing an aperture therethrough for a brakeline pipe, a lug'integral `With said vllast referred to .member and .a clamping Adevice carried .by said lug and located .at said aperture.

'DAVID iRosENrnLn@ 

